Railway-car classification system



July 1, 1930. c. w. PRESCOTT RAILWAY CAR CLASSIFICATION SYSTEM Filed July 16, 1925 5 Sheets-Sheet July .1, 1930. c. w. PRESCOTT RAILWAY GAR CLASSIFICATION SYSTEM Filed July 16, 1925 5 Sheets-Sheet July 1, 1930.

c. w. PRESCOTT RAILWAY CAR CLASSIFIGATION SYSTEM Filed July 16, 1925 5 Sheets-Sheet 3 Ill,

July 1, 1930. c. w. PRESCOTT 1,769,713

RAILWAY CAR CLASSIFICATION YSTEM Filed July 16, 192.5 5 SIIeeCs-Sheet 4 m I \o I 8 I Q I II k9 in I Mg II 0 I w 0 I 'II II I u J| l I I L. I I

'I- \9 .2 Q #8 "o 3 N \9 no :9 I: 0 ('7 N I/ July 1, 1930. c. w. PRESCOTT A ILWAY cAR CLASSIFICATION SYSTEM 5 Sheets-Sheet 5 Filed July 16, 1925 QH E Patented July 1, 1930 UNITED) stares Parana orrica CHARLES w. ransoorr, or noonesrna, NEW Yank, ASSIGNOR 1 GENERAL RAiLwAY SIGNAL COMPANY, or aocnnsrna, NEW YORK RAILWAY-CAR CLASSIFICATION SYSTEM Application filed July 16,

This invention relates to a railway car classification system for breaking up trains into individual or groups of cars and transferring them into the proper classification tracks from whence these cars are made up into new trains radiating in various directions.

One of the objects and purposes of the present invention is to construct a classification system which may be applied to substantially level yards without the construction of a hump and in which the variouscomponent parts thereof are controlled entirely from a tower, in which the acceleration and retardation of the cars is controlled in a manner to insure proper handling of the same, and thereby avoid injury thereto and the lading contained therein. Another object ofthe invention resides in the provision of car accelerating means whereby the leaving speed of a car may be selectively controlled without the employment of retarding means, and thereby economize in the energy consumption and relieve the equipment ofthe additional wear and tear; these purposes and characteristic. 'features of the invention will in part be pointed out and in part beobvious from the accompanying drawings.

In describing the invention lIl detail, reference will be made to the accompanying drawings in which':

Fig. 1 shows a lay-out view illustrating the relation of the various parts of a classification system embodying the present invention;

Fig. 2 shows a plan view of an approach feeder or car hauler whereby a train of cars may be gradually or intermittently fed into the classification system;

Fig. 3 is a side elevation of theapparatus shown in Fig. 2 with some of the cars omitted;

Fig. 4 is an end View of the apparatus shown inFigs.2and3; p 7 f. F 1g. 5 is an enlarged View of the narrow gauge truck shown in Figs. 2, 3 and a with.

the cross beam in its abnormal position;

Fig. 6 is a plan View of the truck shown in Fig. 5 with the cross beam in its normal position; I i

Fig. 7 shows a plan view of a car retarder forming. a part of the presentinvention; 4

1925. Serial No. 43,997.

Fig. 8 is a sideelevation of the car retarder shown in Fig. 7

Fig. 9 illustrates a guide bar forming part of the car retarder shown in Figs. 7 and 8;

Fig. 10 is an enlarged view of the guide bar shown in Fig. 9 also illustrating electrical means for controlling the pivoted switch associated therewith;

Fig. 11 shows an end elevation ofthe car retarder shown in Figs. 7 and 8; r

Fig. 12'is an enlarged view of a link of the endless chain used in the car retarders shown inFigs.7,8and11; I

Fig. 13 is a plan view of the link shown in Fig. 12;

Fig. 14 is a link and associated apparatus of a modified form of r etarder, which as shown is used as a car accelerator, direction of traffic being assumed to be from leftgto right; i l

Fig. 15 is an end elevation of the apparatus shown in Fig. 14;;

Fig. 16 is a wiring diagram or" an automatic control system for retarding cars in a prescribed way by the retarder illustrated notwithstanding the fact that a break of cars maybe loaded or empty or may consist of a single or plurality of cars;

Fig. 17 graphically illustrates the speed limit to which the automatic apparatus shown in Fig. 16 endeavors to restrict the speed of the cars, and how the retarder is accelerated so as to get out of the way of the car, near the outlet end of the retarder, the abscissa indicating the various locations of the retarder arm with respect to the point at which re tardation was started during the movement of .the .retarder when a car passes therethrough; and H 1 Fig. 18illustrates an electrically operated car weight indicator and car accelerator speed indicator.

Referring to F ig.:1, the various component parts of the classification system for classify ing cars, which parts are morespecifically described hereinafter have been illustrated conventionallyshcwing one arrangement as to how these parts may cooperate. It is considere-d expedient to first briefly point out in a general way the construction and operation of the system embodying the present invention, without describing in detail the construction of each of the devices used in combination in this s stem, these various devices being more speci cally described hereinafter.

General structure Referring to the lay-out view there has been shown at the extreme left hand side a main track having an approach feeder F associated therewith, which track is connected with the accelerator lead, and which lead contains a weight bridge or car scale W and an accelerator A. From the main lead 10 diverge a plurality of classification tracks, of which the tracks 12, 13 and 14 only have been illustrated, and in the same way classification tracks diverge from the other main lead 11 of which the tracks 17 and 16 only have been illustrated. Each of the switches of the varioua classification leads is operated from a remote point by a switch machine SM, these switch machines being preferably of the type described in my prior application Ser. No. 28,543 filed April 16, 1925, and for convenience all of these switch machines have been assigned the same reference characters hav ing istinctive exponents. These switch machums are controlled by levers in the tower 15 for convenience, numbered 1 to 7 inclusive.

' e approach feeder F as more clearl described hereinafter includes a motor 8, w ereby a train of cars may be moved forward, stopped or retarded as conditions require by an operator in the tower 15 through the medium of the controller FC, :1 small hump or slope preferably being provided between the approach feeder and the weight bridge W for the urpose of slightly accelerating the detachecl cars, so that they may be weighed durin transit and may'enter the accelerator A. I desired a separate accelerator similar to the accelerator A may be used instead of the hump just mentioned.

Each of the classification tracks is provided with a retarder which in accordance the embodiment of the invention illusmud comprises two endless chains disposed wopposite sides of the track and in vertical 1 es. Each link of these chains contains an arm 20 which may either assume a subatantially vertical inoperative position or may-assume a substantially horizontal oper .ative gosition, the position of these arms etermined by means more clearly described hereinafter. These various retarders are of the same construction and for conveuienee have been designated R R etc.

retarders B have their endless chains normally operating at a speed substantially that of the cars entering the same, and are omrated so that the top parts of the endless c ins move in directions as indicated by the arrows.

The car accelerator A is constructed in substantially the same way as are the retarders R except that the motor 24 for operatin the same is located at the exit end of the acce erator A, whereas the motors 24 for operating the retarders R are located at the entrance end of the retarders. In the particular embodiment of the invention illustrated the arms 20 of the accelerator A are controlled by electro-magnets 26 which if energized by depression of the push button 27 in the tower 15 cause the arms 20 to be forced into their active substantially horizontal operative position; whereas if t llS push button is released and energy is cut oil of the electro-magnets 26 the various arms 20 of the accelerator A, as they come up over the sprocket wheel into the top horizontal plane of the chain assume their substantially vertical position in which they will not engage the pole pockets of a car standing in or moving through the accelerator A. On account of this similarity in the construction of the retarders and the accelerator the like parts of the accelerator have been given like reference characters having distinctive exponents In the tower 15 is contained a car wei ht indicator WI more specifically illustrate in Fig. 18 and described hereinafter which indicates to the operator the weight of each car as it passes over the scale W. The operator is also provided with a speed indicator SI which at all times indicates the speed of the accelerator A, the speed of this accelerator being variable and being controlled by the motor 24 through the medium of the controller AG in the tower.

Eachof the classification tracks at each retarder location as more clearly illustrated in Fig.7, is provided with a short track circuit isolated by insulating joints 31, across the exit end of which is bridged a track battery, or other suitable source of energy 32, and across the entrance end of which is connected a track relay T. This track relay T through the medium of its front contact 33 controls a pair of electro-magnets the same as those used on the accelerator A, which magnets if energized cause the arms 20 of the retarder R to be forced into their operative positions, these magnets being energized if the truck circuit is not occupied.

General operation break of cars should be accelerated to, in

order to bring them into the particular classification track into which it is to be placed at a speed so that it will at least arrive at its destination, the finalspeed of the car being observable by the speed indicator SI. As this car, or break ofcars, has completely entered the accelerator A the operator in the tower will press the push button 27, and thereby energize the electro-magnets 26 and cause the arms 20, or at least one in each endless chain,

to be forced to the lower position in the'rear of these cars- The operator will immediately thereafter-"increase the speed of the motor 24 so as to accelerate this car. or break of cars, to the desired speed. At the same time he, or his assistant, will control the various switch machines SM to such positionas to cause the car or cars in question to take the proper classification track. Since each of the 3 classification tracks is provided with one or more retarders R the operator at will may restrict the speed of the carer cars in question to the finalrequired speed, this speed dependin upon'the direction of the winch-the gradient of the track, if any, whether the cars are full or empty and other variable conditions, such as the extent of empty track to allow the cars to reach otherand stand.-

ing cars on such track without dangerous impact. These retarders by reason 'of their electro-magnets 26 controlled by track relay T have their arms assume the horizontal. position so long as the track relay T associated therewith is in its energized position. As soon as aear, or cars,'enters the track circu t contalmng this track relayT the electro-magnets 26 are de-energized and the arms 20 there-:

after do not dropto the horizontal position but remain in thelr raised position, so that 3 the car moving therein will cause its pole pockets (which pockets are used for pushingcars on tracks adjacent to the locomotive when car switching or shifting s earned on ln'the usual way) to engage the last arms 20 that have been lowered and thereby cause this car to drive the motor 24, which motor may be re tardedto any desired degree by theoperator in tower 15 through the medium of circuit controllers BC or by any other suitable means either manually or automatically.

' From this brief description it appears that the operator inthe'tower can at will start a car to drift over the weigh bridge N, determine its weight, accelerate it to the desired speed dependent'on its weight, cause it to take the proper classification track and then retard it to suclrspeed as will let it roll to theend of the unoccupied track portion; this latter speed belng determined fromthe weight of the car, condition of track, slope of the track, direction of the wind and other factors. l-lavin now described the operation of the classification system in a general way let us consider more specifically the construction of'each of the component parts thereof.

Approach feeder Referring to Figs. 2 to 6 inclusive, wherein the approach feeder F has been illustrated in detail, the approach track is provided on each side thereof with an endless pull-cable 40 which may be pulled in either direction through the medium of the pulley, winch or Windlass 41 driven by a motor 8 through a chain of gears, this cable preferably being wrapped two or more times around the pulley 41 to avoid slipping. This cable 40 is supported at various points by pulleys or idlers 42 (see Figs. 3 and 4) and has its return part disposed in substantially the same horizontal plane, but is held a short distance further away from the car tracks than are these idlers 42, by large guide pulleys 43; at the extreme left hand end these cables are wound around tighteningpulleys 39, which tightening pulleys are preferably adjustable. On each side of the approach track are provided two narrow gauge tracks 44, upon which the trucks 45 are adapted to run, these trucks when running on the tracks preferably straddling the main or the return approach cable 40 depending on the direction. they are to move. These narrow gauge tracks are connected by switches at both ends so that the trucks 45 may be transferred from one track to the other at either end of the cable, haul, or approach feeder.

The trucks 45 are constructed substantially as shown, and are provided with a yoke 46 into which one end of the cross bar 47 is adapted to be pivotally fastened, as by the pin 48, the rear end of the truck being provided with an upstanding support 49 on which the other end of the cross bar 47 may rest '(see Fig. 5). Directly below the yoke 46, and preferably midway between the track rails on which the wheels 50 of this truck ride, is provided a projecting grooved flange 51 through which the cable 40 may freely slide if the handle 52 is in its middle neutral position. If this handle 52 is moved in a directionopposite to that in which the cable is moving, the cable grip 53 clamps the cable 40 between itand the flange 51, so as to firmly hold the'cable and require'the truck to move therewith, this cable grip 53 and handle 52'being fastened toa pivotally supported shaft 54 (see Fig. 6) in a manner so that the handle 53 is disposed on the outside of the narrow gauge track.

It should be noted that the handle 52 has a downwardly projectingend, and that near each end of the narrow gauge track is provided a post, or stop, 55', so that when the truck 45 has reached itsextreme positionfthe lowe'r'end of the handle 52 engages the stop 55 and causes the cable grip 53 to be autoniat-i cally released. The switchmen may then pry the cable olf of the flange 51 and transfer the truck to the other narrow gauge track 5 where the cable may again be gripped by the cable grip and will again be automatically released when it reaches the other end of the narrow gauge track, or if desired the cable may be so all ed with respect to the narrow m uge track t at the cable due to side thrust isengages the cable rip as soon as the bantile 52 is automatical y operated.

Referring to Fig. 2 it should be noted that the cross bar 47 is provided with car couplers 58 and 59, so that if this cross bar 47 is fastened to two narrow gauge trucks moving on the narrow gauge tracks nearest the main track: this bar ma either push cars or pull cap, or if desi may be coupled between 0111; and do both, push one train of cars and pull another train of cars.

In practici the present invention as far approac feeder is concerned, it is contemplated that more than one pair of trucks will be used, so that the second pair of trucks with their cross bar 47 may be coupled to the rear end of a train pulled by a pair of trucks ahead. With such construction when the first} pair of trucks reach the exit end of the gasp roach feeder the cable is automatically 5 tched and the switchmen may then disconnect the cross bar 47 at one end and swing it around on its pivot and place it in position onthe support 49 as shown in Fig. 5, and the otherpalr of trucks with their cross bar at the rear end of the train may continue to move the train without interruption. The two tracks, one of which carries the bar 47 and the other of which does not contain such a. bar, may then be returned to the entrance end of the approach feeder over the outside narrow gauge return tracks, and as soon as these trucks reach their destination the post on steps will automatically uncouple the cable gri The exact length of the appmaehcaile, that is, the length of the main portion of cable 40, depends on local conditions, and may be from say 2000 to 5000 feet 3. length.

5O O'ar retarder Referring to Fi 7 to 13 inclusive wherein the retarder R eretofore mentioned and eoqventioually shown in Fig. 1, has been detail, the two endless chains each comprises links each link of which comprises gee F1 12 and 13) a chassis 60 containing inw eels61 which are adapted to ride Oathsrails 62 and 63 and underneath the and 65, and having fastened thereto verticall pivoted wheels 66 which are sdaptedto ri e between the rails 62 and 63 between the rails 64 and 65, respectively. From this construction it appears that each 65 links is supported substantially frictionless in a manner to resist severe twisting moments, which moments are present during operation of the system when such link decelerates a car through the medium of arm 20. This arm 20 engages the usual pole pocket of the car and is pivotally su ported on the chassis 60 and is preferably Biased by suitable means (not shown) to the inclined or substantiall vertical position, as shown in Fi 12. his arm 20 is provided with a rol er 69 which rides on the rail 64 when this arm 20 assumes its active substantially horizontal position. The end of the arm 20 is provided with a resilient bumper 70 slidably secured in the end of the arm 20 and held in its normal projected osition by the sprin 71. A plurality of t ese arms are adapted to ride on the track rails 62-65 and are connected by rollerless links 73.

The retarder rails 6265 are so positioned with respect to the classification track (see Fig. 11) that the resilient bumper engages the pole pockets usually provided on the end of freight cars; and another roup of four rails, having the same space relation are mounted below the level of the ground on a channel 74 of concrete or other suitable material which provides an unobstructed path for the movement of the arms 20 during the underground return movement of these arms, that is, their movement after they have passed over the large sprocket wheels 75 contained at the motor end of the endless chain as more clearly illustrated in Fig. 8 of the drawin Each of these s rocket wheels 75 contains 51 necessary num r of sprocket teeth, which teeth are bifurcated to allow clearance for the connecting links 73.

Referring to Fig. 12 in which the arm 20 is shown in its raised biased position the tail piece 76 rides below the flange of the T-bar 7, which T-bar is more clearly illustrated in Figs. 9 and 10 of the drawings. This T-bar 77 has its entering end piece 77 pivotally sup orted on a pin 78 and is normally held in its orizontal position by a spring 79, but may be held in its lower inclining position by the electro-magnet 26 acting on armature 28 when this electro-magnet 26 is energized. Also, the extreme right hand end 77" of this T-bar 77 is securely fastened in a manner so that if the tail piece 76 has ridden above the fla of the T-bar it will be switched, so to spec by the portion 77 of this T-bar to t e lower position in which the arm 20 is raised to its inactive position when the link reaches the extreme exit end of the retarder.

From this construction it readily appears, referring particularly to Figs. 9, 10 and 12, that the arm 20 of each roller link as it is raised upward by the sprocket wheel at the left or entering end of the retarder is held in 1ts vertical biased inactive position, and that if the electro-magnets 26 are de-energized the tail piece 76 will enter below the flange of dotted position (see Fig. 12), in which position if there is a car running faster than the retarder and catches up therewith the resilient bumper 70 will engage the pole pockets of the car. lVith the arm 20 in its active horizontal position when it reaches the portion 77 of the T-bar 77, the tail piece 76 will again come below the flange of this T-bar 77 and thereby raise the arm 20 to its elevated inactive position. This functioning is clearly illustrated in Fig. 7 Where the arms 20 near the exit end of the retarder are shown in their raised and partially raised position.

Accelerator The accelerator A schematically shown in Fig. 1 is the same as the retarder just described, except that the motor 24 is located at the exit end of the accelerator, whereas in a retarder it is located at the entrance end,

this in order to avoid unnecessary strains in 1 have been assigned the same reference characters as for corresponding parts of the retarder except that the reference characters of the accelerator contain distinctive exponents one Modified accelerator In Figs. 14 and 15 there hasbeen shown a portion of a modified form of accelerator in which the endless chain rails 62, 63, 6 1 and aresomewhat difierently disposed withrespect to the railroad track, and in which the arm 20 is connected to a roller wedge 20 which contains rollers 35, 36 and 37, of which the rollers 36 and 37 are insulated from arm 20*, as shown. As heretofore mentioned the location of the pole pockets of freight cars with respect to the track rails on which such freight cars are adapted to move is substantially the same on all cars by reason of stand ard dimensions adopted. Also, the dimensions of the wheels of all freight cars are standardized and in accordance with a modified form of the present invention shown in Figs. 1a and 15 the roller wedge 20" may be used for engaging a wheel of a car instead of the arm 20 shown in Figs. 7 to 13 inclusive wherein the arm 20 engages the pole pocket of a car. In other words, either of these forms of engaging means have been designed so as to engage standardized parts of a freight car, sothat such engagement does not interfere regardless of the type of freight car to be classified. The functioning of the modified car accelerator or retarder employing the roller wedge 20* is substantially the same as that of the'form illustrated in Figs. 7 to 13 inclusive, so that no further discussion as to its operationis deemed necessary.

Automatic remade?" control mechanism In the arrangement illustrated in Fig. 1 the speed of the retarder, or the value and direction of the torque of its motor, whereby the rate of retardation of a car by a retarder is varied, is controlled by the operator in the tower through the medium of controllers RC, but the system shown in Fig. 1 is not necessarily limited to the employment of a manual control for the retarders, and the automatic control shown in Fig. 16 may be used, if desired. The arrangement shown in Fig. 16 contemplates a checking up of the speed of the car, so to speak, at each increment of movement during its movement through a retarder, and includes means for varying the retarding force if the speed of the car is not reduced in accordance with prescribed retardation characteristics. In the particular arrangement shown, this is accomplished by the cam H or L, as conditions require, which is driven through a mutilated gear which gear is biased to the'normal position shown by the spring 81. This gear 80 is driven by a worm 82 connected to the shaft 83 of the retarder motor 24 through a train of gears 84, 85, 86 and 87 which are in engaging or clutched relation with this gear 80 only when the cam starter magnet 88 is energized. This cam starter magnet 88 is controlled by a circuit including a front contact 89 of a relay 90.

On the shaft 83 is also containeda speedresponsive device or centrifuge SD of the usual construction including fiy balls 91 and a spring 92 for holding the flyballs near the shaft when the speed-responsive device is not rotated. Through the 'medium of arm 93 the speed shaft 94 assumes a rotated position depending on the speed of rotation of the shaft 83, so that the free end of the arms 95 and 95 assume aposition depending on the speed ofthe retarder. To the free end of the arm 95 is pivotally connected a floating lever r d winding is connected in series with the rheostat 100. The circuit through the armatui'e fi 0f the motor 24 is controlled by the lr onfitbontact' 101 of an electro-magnetic contactor-(see Fig. 16) RR, this contactor RR being energized when the track relay T is l and when so energized connects the. armature 24" directly to a source of ena such asa transmission line or a battery, having terminals B and C. If this cont-actor BB is dc-energized the armature 24 is connected directly to an energy dissipating re- Sistance 102, as clearly shown in Fig. 16.

"As heretofore mentioned, the cam L is moved in roportion to movement of the retarder, and therefore also in accordance with the regress of a car moving through the retar er, whenever the cam starter magnet 88 is energized.

Let us now consider the automatic control for the cam starter magnet 88 through the ,ediam of rela 90. In the particular type o retarder emp oyed in connection with Fig. lfithe roller wed e 20" engaging the tread of the wheels is emgloyed, and in this construction the endless chains of the retarder are thoroughly grounded and connected to one side ('1 'ofasuitable source of cner y such as a battery; whereas the classification tracks are preferably insulated from the ground to an extent to withstand, say a few volts pres- Sure with the flow of a very small stray current. 'It thus readily appears that if the top "roller 35 of the roller wedge is engaged by a wheel of a car a circuit for the relay 90 is com leted, the cam starter magnet 88 is energiz and the cam L is operatively connected to the shaft 83 of the motor.

In order that the leaving speed of a car may be varied any number of rheostats for controllin the field current may be employed and in t e arrangement shown only two rheostats 100 and 100 have been illustrated. These rheostats may be considered to be the same but are operated through cams such as L and H which are preferably differently sha d as more particularly described hereina er. The mechanism for operating the rheostat 100 is the same as that operating the rheostat 100 except for the shape of the cam and proportioning of parts, and therefore like parts have been design atcd by like reference characters.

of retarder employing automatic control mechanism ndernormal conditions of the apparatus Shown in Fig. 16 the speed of the motor 24 is automatically maintained substantially con- Stant, and atthe desired value, through the medium of the speed-responsive device or centrifuge SD and the rheostat 100 or 100, depending on whether the control relay GR is ener ized or tie-energized, this control relay C being controlled from the tower through the medium of a suitable controller BC. This automatic regulation of the speed of the motor 24, in spite of variations of line or batter voltage a plied to the armature 24" and t e field 24, 1s effected by the speedresponsive device SD, because if the speed of the motor 24 drops the arm 93 will turn the speed shaft 94 in a counter-clockwise direction and in so doing will cut in more resistance in the shunt field winding 24* and thereby increase the speed of the motor, so that this speed-responsive device SD acts like a governor and tends to maintain the speed of the motor 24 constant and at predetermined Value so long as the cams H and L are both in their normal position.

Let us now assume that a car enters a retarder equi ped with the apparatus shown in Fig. 16. s soon as the wheels and axle of this car shunt the track relay T the repeater relay BB is de-energized and the armature of the motor 24 is disconnected from the source of energy, as indicated by the letters B and C, and has its armature 24" connected directly to the energy dissipating resistance 102, so that the motor slows down very quickly and the car catches up, so to speak, with the last arm 20 that has assumed the horizontal position; it being remembered, that these arms continue to be forced to the vertical position so long as the track relay T is energized, but do not as sume such position if this track relay has once been de-energized. As soon as the car has caught up with the rolling wedge 20 the contacting of the wheels of the car with the roller 35 completes a circuit for the relay 90, and this relay 90 in turn energizes the cam starter magnet 88 and starts rotation of the cams L and H in accordance with the rogress of the car through the retarder.

otation of the cams H and L depending on which one has been selected by the operator, through the medium of control relay CR which is controlled by a suitable controller such as the controller RC, gradually decreases the resistance in the rheostat and thereby strengthens the field of the motor and increases the retarding force, due to the motor 24 generating current which is dissipated through the resistance 102. If the speed falls in the manner prescribed by this cam H or L, the dropping of the speed cuts in more resistance and thereby reduces the retarding force. The net result is, that the car will be retarded in accordance with speed-distance curves such, for instance, as shown in Fig. 17 of the drawings. If the car is to be restricted to a low speed, possibly because it is a loaded car, and for this reason the low cam L has been employed, the mechanism restricts the car to the speed values such as indicated by the dotted line 110, for instance. If the car is to leave the retarder at a'higher speed and for this reason the high cam H has been selected by energization of the control relay CR, the car is restricted until it has been reduced to a speed, say, as indicated by the lowest portion of the dotted line 111. If now the car has practically passed through the retarder and the cam H or L, as the case may be, has almost reached its ultimate position, the roller 99 or 99, as the case may be, drops into the notch of the cam, and thereby very quickly increases the speed of the endless chain, as indicated by the inclined portions 110 and 111*, so that the arm of the retarder gets out of the way of the car and allows the car to proceed at this minimum speed to which it was restricted by the retarder. When the arm 2O due to the acceleration of the motor 24 has been separated from the wheel of the car, the relay is again deenergized and the cams H and L are restored to their normal positions, whereby the motor 2% speeds up to the initial speed heretofore mentioned at which it is controlled by the speed-responsive device SP through the medium of the rheostat or 100 as the case may be.

This lat-er feature of the automatic control mechanism, automatically causes the retardcr to speed up when the car has almost passed therethrough and in so doing allows the arms to be cammed up to their elevated position by the portion 77 of the T-bar 77.

In the arrangement of the automatic control mechanism shown in Fig. 16 all of the energy absorbed during retardation is dissipated in heat, most of Which is dissipated by the resistance 102. In order toconserve this energy, the motor 24 may feedthe energy back into the supply line or battery, so that the braking system is, in fact, a regenerative braking system, the braking energy being fed back and in turn being used for accelerating purposes. This may be accomplished by omitting the contactor RR so that the arn'iature 24 is at all times connected directly to the distribution system. If the motor 24: is at all times connected to the line, as just eaplained, for the purpose of feeding the energy back into the system, the operating characteristics of the system will be somewhat different than what is used to dissipate the en -rgy through the resistance 102. It is of course understood that the cams L and H will in each case be shaped properly to cause the retardcr to decelerate a car passing therethrough in the desired manner. Instead of starting the cams L and H when the car gets into contact with the retarder as specifically shown in F 16, these cams may be started when the track circuit becomes occupied.

' That is, if desired, the energizing circuit for the cam starter magnet 88 may include a back i Weight indicator Referring to Fig. 1 there has been shown a weight bridge or car scale W, and a weight indicator IVI, which indicator as heretofore mentioned, indicates the weight of a car passing over the weigh bridge IV. This weight indicator has more clearly been illustrated in Fig. 18 of the drawings. In the arrangement shown the shaft assumes a position depending on the weight of the car moving over the bridge at the time, and has connected thereto a movable contact- 121 which is adapted to close a pick-up circuit to one or two of the various stick relays SR depending on whether this contact 121 touches one or two of the stationary contacts 122. In the particular arrangement shown it is contemplated to store, so to speak, the indicationof the weight of the last car which passed over the scale W while the push button 123 was depressed. This storing of the last selected indication is accomplished in a manner presently described.

Let us assume that there is a car on the scale which causes the contact 121 to shift to the stationary contact 122 and that the operr ator depresses the push button 123, because he wants to store the indication on the weight indicator NI. Upon depressing the push button 123, a pick-up circuit for the relay SR is completed which may be traced as follows 1.

winding of the stick relay SR, Wire 12.? to 3 the common return wire C, connected to the other side of said source of energy. The energization of this circuit causes the stick relay SR to assume its energized position, and as the operator allows the push button 123to :1,

again return to its raised position it completes a stick circuit for this relay SR before the pick-up circuit just traced is broken. This stick circuit may be traced as follows beginning at the terminal B, push button contact 123 in its raised position, wire 128, front contact 129 of the stick relay SR Wire indicating lamp 126 winding of the stick relay SR wire 127 to the common return wire G. From this it appears that the stick relay SR will remain energized until the push button 123 is again depressed, in which event this stick relay will drop to its deenergized position and the stored indication is cancelled. In the same manner as just described any one of the other lamps 126 may be illuminated depending on the weight of the car on the scale at the time, and in the event that the weight is such that two of the stationary contacts 122 are contacted at the 130 some time, two adjacent lamps 126 are illuminated in which event the average weight represented by these two lamps will approximate the weight of the car. Since the several stick relays and associated indicator lamps are the same they have been assigned like reference characters having distinctive exponents. If desired, the weight indicating arm and contact 121 may be located at the weight bridge or scale, so that no mechanical transmission is required between the car scale and tower.

Speed indicator For reasons heretofore given, it is found desirable to know what the speed of the car accelerator is at any time so that a car may be accelerated to the desired speed. Although any type of speed indicator whereby an indication of speed may be transmitted to the tower may be used, a preferred form of speed indicator has been illustrated which as far as its indication is concerned is similar to that of the weight indicator just described. This speed indicator SI includes a suitable -responsive device G, which in the particular embodiment illustrated comprises a centrifugal speed-responsive device which throu h the medium of angle lever 135 operates the s (1 indicating contact 131. This speed ind ic ting contact 131 is preferably located at the motor 24 and is adapted to bridge the segment 132 and one or two of the stationary contacts 133, so that either one or two of the various indicating lamps 134 are illuminated. In this arrangement, if two of the lamps 134 are energized the indication will be interpreted as the average speed which these two lamps separately represent. 7

Although the classification system as illustrated and as just described consists of an approach feeder followed by a hump, a weigh bridge, an accelerator in the main lead, two diver main leads and a plurality of .claesificatlon tracks, located on a substan till! levelyard, it is desired to be understoo that the invention is not limited to this specific arrangement. For instance, if there is a slight slope in the yard either tending to accelerate or decelerate the cars during elusification the'various devices may be so designed that this grade does not materially detract from the facility afforded by this apparatus. Also, since the rate of clasiific. time depends largely on the rate at which cars can be Weighed, two approach feeders each containing a weigh bridge may be om ployd if desired, the cars being alternately 0 from one weigh bridge and then from $116 other into the accelerator A. Also, although a slight hump has been described as bain located at the end of the approach feeder. a small accelerator similar to the accelerator A heretofore described may be employed to separate a car, or break of cars,

illustrated have been shown as being applied to the classification tracks only it is desired to be understood that such retarders may be used on either of the two diverging main leads and that a rctarder, if desired may be used in connection with a hump where no accelerator is employed, so that the speed of the car to be classified when it leaves the main lead may be controlled, or, if desired, where a small hump is present in a classification yard whereto the present invention is to be i applied an accelerator may be used in connection with the hump, so that the hump alone may accelerate the heavy cars to the desired speed and the accelerator A in connection with gravity acting through the hump may be used to accelerate the lighter cars to the desired speed. In connection with these various applications of the various con'iponent parts of the present invention it is desired to be pointed out that the cars are preferably moved at a comparatively high speed through the main lead in the classification system embodying the present invention, for the reason that a certain spacing between cars is necessary in order to operate switches and in order to avoid collisions by reasons of differences in car speed, such differences being necessary to take care of heavy and light cars; and since the number of cars that can be classified is to a large extent proportional to the speed of such cars as they leave the main lead which is common to all of the tracks, it may be found expedient to accelerate the cars to a higher speed than is necessary to assure them reaching their destination. to

Also, the indications of weight and speed of a caras it is accelerated allow the maximum allowable speed to be attained on the main lead and therefore the best utilization of the track, and the provision of the approach cable saves the cost of a locomotive and the time of an engine crew, and saves signaling arrangements between operator and engineer.

Having thus shown and described only one specific embodiment of the inventionfit is desired to be understood that the specific constructionillustrated has been selected for the purpose of clearly disclosing means for carrying out the invention rather than for illusa" 1. In a railway car classification system, the combination with a main track and a plurality of classification tracks diverging therefrom, an electrically operated power driven means for engaging a car on the main track and accelerating it so that it may by its own inertia be carried into one of said classification tracks, and electrically operated regenerative car retarding means for retarding such car, said retarding means functioning in a manner to electrically store the energy absorbed during its retarding action.

2. In a classification system for classifying railway cars, the combination of amain track and a classification track, of means wholly on the ground and adjacent said main track for causing a car to be moved from said main track into said classification track by its own inertia, and means operated automatically and located wholly along the track for retarding said car until its speed has been reduced to a predetermined value irrespective of its own momentum and coefficient of friction.

3. In a classification system for classifying railway cars, the combination of a main track and a classification track, of means for causing a car to be moved from said main track into said classification track by its own inertia, means for indicating the weight of said car as the car movesin the main track, and means for storing the indication of such weight as long as desired.

4.111- a classification system for classifying railway cars, the combination of a main track and a classification track, of means for causing a car to be moved from said main track into said classification track by its own' inertia, means for indicatingftheweight of the car as it moves along the main track, and means for storing the indication of the weight of one car until it is desirableto ob-' serve the weight of another car.

. 5., In a classifying system for classifying railway cars, the combination of a main track and a classification track, of means controlled from a fixed tower located on the ground for causing a car to be accelerated as a result of which it is moved from said maintrack into said classification track by its own inertia, and means controlled from said same tower for bringing cars intothe main trackfor classification purposes. a

6. In a railway car classification system, the combination with a main track and a plurality of classification 1 tracks, track switches connecting the classification tracks with the main tr ack,switch machines for operating said'track switches, car feeding means for feeding cars into said main track, accelerating means for accelerating a car so as to cause it to move by its own inertia along the main track and into one of said classification tracks, a centrally located tower, a

lever for each of said switch machines located in said tower eachof which if moved to one extreme position causes the corresponding switch machine to operate its track switch to the main track position and if moved to the other extreme position causes such switch machine to move its track switch to the classificationtrack position, a con troller in said tower for controlling said car feeding means, and a controller in said tower for controlling. said accelerating means.

7. In a railway car classification system, the combination with a main track and a plurality of classification tracks, track switches connecting theclassification tracks with the main track, switch machines for operating said track switches, car feeding means for feeding cars into said main track,

accelerating means for accelerating a car so.

as to cause it to move by its own inertia along the maintrack and into one ofsaid classification tracks, a car retarding means located in eachof said classification tracks, a centrally located tower, a lever for each of said switch machines located in said tower each of which levers if moved to one extreme position causes the corresponding-switch machine to operate its track switch to the main track position and if moved to the other extreme'position causes such switch machine to move its track switch to the classification track posi-' tion, a controller in said tower for controlling said car feeding means, a controller in said lower for controlling said accelerating means, and a controller for each of said car retarding meanslocated in said tower, said last mentioned controllers being manually operable to vary the degree of retardation of a car when it is being retarded by said retarding means. V

8. In a railway car classification system,

thecombination with a main track anda plurality of classification tracks, track switches connect-ing the classification tracks with-the main track, switch machines for operating said track switches, car. feeding means for feeding cars into said main track,v

accelerating means for accelerating a car so as to cause it to move by its own inertia along the main track and into one of said classification tracks, a car retarding means located in each of said classification tracks, a centrally located'tower, a lever for each of said.

switch machines located in said tower each of which levers ifmovedto one extreme position causes the corresponding switch machine to operate its track switch to the main track position and if moved to the other 'extreme posit-ion causes such switch machine to move its track switch to the classification track position, a controller in said tower for controlling said car feeding means, a controller in said tower for controlling said accelerating means, a controller for each of said car retarding means located in. said tower, said last mentioned controllers being manually operable to vary the degree of retardation of a car when it is being retarded by' said retarding means, and means for wei hing such car during its movement on or e a r 1 c '9: A car accelerator for accelerating cars s'otthat such care when accelerated may by inertia be moved from a main ti'abkinto a classification track comprising, an endless chain located adjacent said main ansfor driving said chain, engagiligd me associated with and carried by chain for engaging a car located upon whack, said engaging means being adaptwied to" assume an active engaging or an inactive disen 'ng position, and means for m sai engaging means to its active oritsmactive position during movement of silchfchain depending on the position the am endless chain is assuming at the time.

ilmt lqregenerative car retardin system engaging means mova le along 1T: lo gwhichthe car to be retarded for engagin such car, and an electric saidengaging means engagement said engaging means bysucli icarfsaid' electric generator being con- 1i" 0 a source of electric energy so that thd electric current generated may be fed 8 into said'source.

"114 A car accelerator "for accelerating cars so'thatiiuch cars when accelerated may by tlieimown inertia be moved from a main a classification track comprising,

8 8 ,eudlesschain located adjacent said main ineans for driving said chain, engagmeans associated with and carried by chain for engaging a car located upon said track, said engaging means being adaptifllcd toe an'active engaging or an inattive disengaging position, means for movin); said engaging means to its active or its inactive position during movement of such depending on the position the endless a; chain is assuming at the time, a motor for said chain, and means for varying the intact acceleration of said motor.

regenerative car retardingl syetem com sin ;engagmg means, mova e a ong w the mck on which the car to be retarded moves, for engaging such car; and an elecgenerator driven by said engaging mcans'upon engagement of said engaging 'by such car; said electric generator as; connected to a source of electric energy aw tt'tha electric current generator may be ied'into said source and automatic means said nerator to be operated as m niotonw 7 and engaging means has sufcm flcidntln Z retarded such car.

regenerative car retarding means,

movable along the trackon'which the car to be ratarded moves, for engaging such car; and an electric generator driven by said enlaggging means upon engagement of said engaging means by such car; said electric generator being connected to a source of electric energy so that the electric current generated by said generator may be fed into said source; and automatic means for causing said generator to be operated as a motor to be fed into said source; and means for varying the extent of retardation effected by sald generator acting upon said engaging means. 15. A regenerative car retar ing means comprising; engaging means, movable alon the track on which the car to be retarde moves, for engaging said car; an electric generator driven by said engaging means upon engagement of said engaging means by such car; said electric generator being connected to a source of electric energy so that the electric current generated thereby may be fed into said source; a field windin for said generator including a source of direct current for exciting said field; and means for varying the .flow of current in said field windmg.

.16. A regenerative car retarding means, comprising means movable along the track on which the car to be retarded moves, for engaging such car; and an electric generator driven by said engaging means upon engagement of said engaging means by-such car; said electric generator beingconnected to a source of electric energy so that the electric current generated by said generator may be fed into said source; and automatic means for causing said generator to be operated as a motor to move said engaging means out of the way of the car which has been retarded thereby when such car has reached the end of acar'retarding zone of the car retarding means. a

17. The combination with a railway and a train, movable thereon, of an electrical generator located adjacent a section of said railway, transmission means extended along said section and movable with the train, and coacting. means between said train and transmissionmeans for the operation of said generator bythe train momentum.

18. The combinationwith a railway and a train movable thereon, of an electrical power generator located adjacent a section of said railway, movable braking means located along said section, said power generator actuable by said braking means, and engaging means between said train and braking means for retarding the speed of the train while transmitting its momentum for the operation of the generator.

19. Railway car retarding apparatus comprising an electric generator located in the trackway, and means having a part moving longitudinally along the track with the car for operating said generator.

.20. Railway car retarding apparatus comprising, means movable longitudinally along the track and having a projecting part engageable by a car moving on said track, and an electric generator along the track having its shaft operatively connected to said means, whereby a car'moving on said track operates said generator and generates electric current acting to retard said car.

21. Railway car retarding apparatus comprising, braking means, said braking means including an electric generator located in a certain zone adjacent a railway track, means movable longitudinally along the track operatively connected to the shaft of said generator and having a projecting part engageable by a car moving on said track, and means responsive to the entrance of a car into said zone for automatically controlling the operation of said braking means.

22. Railway car retarding apparatus comprising, a track, means movable longitudinally along the track having a projecting part engageable by a car. moving on said track, insulating joints for dividing a section of said track from the rest of said track, a track circuit for said section including a track relay bridged across the rails at one end of said section and a source of current bridged across the track rails at the other end of said section, a motor for driving said longitudinally movable means in a direction so that the projecting part engageable by a car moves in the same direction as said car, and a circuit for said motor including a contact operated by said track relay.

23. Railway car retarding apparatus comprising, means movable longitudinally along the track having a part engageable by a car moving on said track for retarding such car, a shaft for at times moving said means so that its engageable part moves in the direction of such car and for at times retarding the movement of said means and a car engaging said means, and means for causing said shaft to drive said longitudinally movable means during the approach of a car and for thereafter retarding the movable means and a car engaging the same, whereby the impact of engagement of said car with said longitudinally movable means is reduced and such car is retarded upon its engagement with said movable means during its movement along the track.

24. Railway car retarding apparatus com- .prising, an electric generator located adjahaving a projecting part engageable by a car moving on said track for electrically braking the car, and mechanism for automatically changing the operating character: istics of said generator and the degree of electric braking upon the engagement of a car with said longitudinally movable means.

25. Railway car retarding apparatus com prising, means movable longitudinally along the track and having a projecting part engageable by a car moving on said track, an electric generator having its shaft operatively connected to said means to retard said car, and means for automatically varying the retardation imposed by said generator dependent upon the speed of said car.

26. Railway car retarding apparatus comprising, an electric generator located along the trackway, means including a member engaging a car moving along the trackway for operating said generator, and manually operable means for changing the resistance of a circuit of said generator and the degree of electric braking of said car. 4

27. Railway car retarding apparatus comprising an electric generator located along the trackway, means including a member engaging a car moving along the trackway for operating said generator, automatic means operated by the moving car for changing the operating characteristics of said generator, and manually operable means for changing the operating characteristics of said generator, whereby the degree of electric braking of said car may be varied automatically and manually.

28. In a railway car classification system, the combination with a main track having a plurality of classification tracks, a poweroperated car accelerator on the main track, means for manifesting the rate of retardation of said car, and means for retarding the car with a force depending upon the current rate of retardation.

29. In a classification system for classifying railway cars, the combination with a main track and a classification track, of means for causing a car to be moved from said main track into said classification track by its own momentum, means for retarding the car to a predetermined speed irrespective of its own momentunf and co-elficient of friction, and means for indicating the speed of the car.

, 80. Railway car retarding apparatus comprising, meansmovable longitudinally along the track and having a projecting part engageable by a car moving on said track. an

electric generator having its shaft operatively connected to said means to retard said car, and means for automatically varying the retardation imposed by said generator dependent upon the momentum of said car. a

31. Railway car retarding apparatus comprising, means movable longitudinally along thmtrack and having a projectin part engageable by a car moving on sai track, an electric generator having lts shaft operatively connected to said means to retard said car, and means for automatically varying the retardation imposed by said generator dependent upon the current rate of retardation of the car.

In testimony whereof I afiix my signature.

CHARLES W. PRESCOTT. 

